Joseph marks



2 h LMARKSI lSeats Sheetl C ar Brake.

No. 10,701. Patented Mar. 2a, 1854.

l Il Il ANL PHOTO-LIYHD. C0. '...YA (USBDRNE'S PRDCESS) 2 sh t-sh tz1MARKS. ees @e -.Car Brake,v 'y l No. 10,701. Patented Mar. 28, 1854.

UNITED STATES PATENT oEErcE. f

JOSEPH MARKS, or DUNKIRK, NEW Tonk, ASsIeNoR yTo MASSACHUSETTS.J

WM. WHITINQ 0E RoXBURY,

MACHINE FORl o1=EEAzrJr1ve CAR-BRAKES.

Specification of Letters Patent No. 10,701, dated March 2K8, 1854.v i iT all 'whom t may concern.'

Be itl known that I, JOSEPH MARKS, of Dunkirk, in the county ofChautauqua 4and State of New York, have inventedv certain new and usefulImprovements inthe Method of Operating Railroad-Car Brakes, and that thefollowing description, taken in connection with the accompanyingdrawings hereinafter referred to, forms a full and exact specificationof the same, wherein I have set forth the nature and principlesr of mySaid improvements by which my invention may be distinguished from othersof a similar class, together with such parts as I claim and desire tohave secured to me lby Letters Patent.

The figures of thev accompanying plates of drawings represent myimprovements.

In Plate l, Figure 1 is a side elevation of a train of cars with myapparatus attached. Fig. 2 is a plan or top view of the same, with thetop of the engineers room removed. In Plate 2, Fig. 3 isa transversesection of the locomotive, taken in the plane of the line A B Fig. 2,Plate l, showing the brakes applied to the engine and tender. Fig. 4 isa section of the apparatus for applying the car brakes, taken in theplane of the line C D, Fig. 2. Fig. 5 is a detail view which will behereinafter referred to. In Plate 3, Fig. 6 is an enlarged side view ofa portion ofthe locomotive. Fig. 7 is a transverse Section of a portionof the locomotive taken in the plane of the line E, F, Fig. 3, PL2. Fig.8 is an enlarged horizontal section of the caixbrake apparatus taken int-he plane of the line Gr, II, Fig. 4L, Pl. 2.

The object and purpose of my invention is to prevent collisions or othercasualties on railroads, by providing an arrangement for speedilychecking the trainrwhen in motion, by giving the engineer the control ofall the brakes, andthe means of operating them all at once orseparately. This de-V sideratum is effected by my improvements, and insuch a lnanner as not only to make provision for many contingencieswhich usually occur in a railway train, but so astoy provide foraccidental occurrences, such as the unshackling and consequentdisconnection of a can-the car brakes beingoperated equally well ateither end of the train, and the brakes of each car being managed ifnecessary independentlyof the others.

I have also adopted a peculiar arrangement of mechanical devices foroperating the brakes of the locomotive and tender, by which' they can beapplied with suicient power tov stop the train under ordinarycircumstances, without havingy recoursel to the car brakes.l i

A A A A, Figsl and 2, Plate 1, represent the cars connected to eachother, and attached to the locomotive B B and tender C C inthe usualmanner. 1

The mechanism by whichthe' car brakes a, a, a, a are operated, isarranged in abox I b placed on the top of each car. The power, by whichthe brakes` are applied, consists of a spiral spring c, Fig. 4, Pl. 2,

and attached to the vvertical shaft d d, upon the lower end of which iswound the chaine which applies the brakes, as will be hereinafterexplained. The spring `c is coiled up and the brakes relieved from thewheels as follows,-On the shaft d d, which extends up through-the boxkZ7 b, isplaced the gear.

wheel 7, the teeth of which engage with those of the gear g, on the sameshaft with thejpulley l1. and ratchet wheel On the pulley L, is woundthe line 7c lo, kept in place on the same, by the barrel Z, which linelpasses directly to the engineers room, and is wound upon the drum m, m.above arrangement, the'engineer in winding up the line ic la upon thedrum m, m, will,

By the e through the medium of the pulley h and-` gears g, f, coil upthe springe, and turn the Shaftcl d, relieving thechain e fromV the arm71 attached to Athe brake, which is thrown olf from the wheels by thebent i spring o. A pawl lever p p engageswith the ratchet c', and holdsthe gears in vposition,` as fast .as `they are turned by the line'.

7c 7c, so as to prevent the spring from uncoiling.v When the spring c issufficiently coiled, the pulley 71, is prevented from being turned anyfarther, bythe traversing nut vg is turned, on the screw -1',`cut in thesaid of the said nut as will be readily undery stood by inspection ofFig. 4, Plate 2. The

operation of taking olf the brakes as above described, brings, themechanism inv the box b b into position for instantly `apl plying thebrakes again, as will be seen in the sequel.

The lines for taking offA the vbrakes proceed from each car separately,andarev wound looselyA upon the drum m, m com?` posed of two or morepulleys 71am, accordfrom one car at a time.

The `brakes are applied, by the lengineer allatoncein the followingmanner. A dine.I fu fu passes Afrom a pulley 'w in the engineers `roomthrough the end of the lever v7J p onV each car. A spring clip m,(formed of a bent piece of metal -which embraces the-line) on the -cordy, fastened to the box b 'b -is4 sprung yupon the line v if rnear theVend ofy the lever p 29. VVhenthe engineer `pulls 'the j fline 'v12,;the spring clips will hold rigidlyf enough -upon -the line to strikevagainst the pawl llever 7; 7J, and 'detached it from the ratchet z',thereby `allowing the spring c touncoil and turn :the sha-ft Z (l, whichwill wind alp the chain e attached tothe arm n, i and "thus apply thebrakes, the communication between lthe brakes of `each `car beingPformed by the -rods z e.

line will be drawn through the pawl `lever and spring'clips, which holdon the line only` by friction, by theengine, without being and at thesaine time, giving notice tothe engineer through the line v c. A 'pawlElever a. a, exactly similar Lto the pawl `lever p p, engages with theratchet wheel z' on the opposite side, and is to be used when the engineis Aattached to the otherV end of the train, the 'line u o in Athis casebeing detached from the lever 79 79, and connected to the lever a awhich is operated inthe same manner. But one of these pawl leversengages with the ratchet z' at a time, .being relieved vfrom the same,`and held by a pin b passing through the casing of the 'box b b. Theyline la 71: for taking Volf the brakes, is passed in this case througha slot 0 of vthe box, `the barrel Z of the pulley it 'being also turnedin the opposite direction, and fastened by a pin d. In order that theconductor tmay readily communicate with the engineer, and give Vwarningof danger,. a crank e is attached to the shaft .of the pulley z, andplaced so as to be easily accessible. By turning 4this crank the .'line7c k will be unwound from the rdrum m m in the engineers room, and thussignalize the en# gineer to apply the brakes.

I shall now proceed `to describe the arrangement of mechanical devices,by which the brakes of the locomotive and tender are worked. On the rearaxleof the locomotive Ymake .a few .revolutions with the axle.

In case any car j should 'become unshackled and disconnected from AJthetrain, ythe spring clips will iiirst,` through the pulling of the "lineo o, strike against the Apawl lever p p, detach it ffromthe ratchetwheel and-thus apply-the brakes. Ther` is unyielding,

is formed a friction cone f', with a loose collar g. By the lateralaction of a hand lever '/,rt'his collar 'is forced on Ato the 'friction`cone 7L, thereby causing Vthe said collar Tto y o the collar isattached a chain c", which is wound upon the same by its revolution withthe axle, and pulls upon the arml attached to the turning shaft Z whichoperates the ,long rod j through the `arm a. The action of :this -rod y"moves the bent lever o o', I(turni-ngen a V-fulcrum at 27") Ithusdepressling the vertical sliding rod g' 'which applies the brakes r7*"throughthe toggle joint s s.

As soon fas the collar g" has, in thejudg mento'f theengineer `woundVthe chain z'. sufciently ltight, the saidV collar is 'grasped andrigidly held, so as to prevent its turni any further, by a spring `band1f F '7, 'PL 3, -worked -by Jthe hand :lever u', 4'held inany desired,position by the rac'k o. The collar gk `is then relieved `from thefriction cone by the yhand lever 71,"4 fthe rack z" fholding the handlevera" and keeping "the amount of strain upon the brakes, which hasbeen gained by ythe l-action ofthe collar `upon the friction cone oftheaxle. 4Thebrakes of the tender `are applied at ithe same time `fromthe axle of "the locomotive, by the arm fw', also attached to theturning shaft Z. This arm wis connected to the jointed lever y" gjattachedlto the brakes of the tender byacha-in e. By Lthis mode .ofworking the brakes of the 'locomotive and atender, they can be applied`with sufficient .power to stop the` train `under `ordinarycircumstances, obv'iating'the necessity ofzusing 'the carbrakes, exceptin cases of emergency. y y

By the above `descrbed arrangement for operating the ycar brakes,'various contingencies `which may :occur in a railway train areamtplyprovided for, vand I shall now proceedto state some otthevdifliculties Which are avoided, 'and the advantages `obtained by myimprovements.

Y In various devices, which 'have before been adopted for operating all.thebrakes by one person, yno varrangement has been made by which theloose Avmotion or pflay 'between the ,ca-rs could be provided for. In myapparatus, the loose motion2 Vis .easily prevented :tr'om pullingtheline, and applying the brakes, by the vspring clips, which are placedat ,any required distance from the pawl lever, so that theline willlhave to be drawn a considerable distance in order to detach the saidlever from the ratchet wheel and apply the brakes. As the power whichapplies the brakes exerts a 4constant force, i vthe 4said power beingayielding springall ,lows the truck frame to swivel 1n going around acurve, and .thereby prevents its being thrown of, which result when thebrake as in' ordinary cases, is very liable to occur.

It will be seen that after the engineer has applied all the brakes, hehas the power by the above described arrangement to take them off all atonce or separately and at the same time by the operation of taking 4themoff, he brings the mechanism into position for instantly applying themagain. It may be observed however, that, as the engineer in relievingthe brakes from the wheels, has to wind against the power of the spring,he cannot take offl the brakes of more than six cars, and in a longtrain, an extra windlass attached to one of the cars would be required,in order to take 0H the remainder of the brakes. y

As it is often necessary for the engine to be detached from the train,in order to switch off, the car brakeS, in this case, may be operated byone brakeman on the first car, the lines ruiming off from the windlassin the engineers room without breaking.

From the above it will be seen that while with many other kinds of brakemechanism in use, the power by which the brakes are forced against thewheels emanates directl from a person, my invention presents a di ferentprinciple, for by it the office of the person or attendant is not togenerate such power, but simply to bring into operation a power allready for instantaneous action, and at a subsequent period set thebrakes free, and arrange the power so that it will again act, and withinstantaneous effect, and by means of t-he engine brake apparatus, theengineer can apply more or less friction to the driving wheels of thelocomotive and wheels of tender and retain or ease off this friction orany part of it instantly. The engineer also can apply the car brakes tothe last or most distant car in the train or to all at once, or insuccession, at his option by arranging the position of the spring clipsaccordingly, and he can regulate the amount of friction which thesprings shall produce by adjusting the springs in the box placed on eachcar.

There are a variety of modifications which may be adopted both in themanner of holding t-he spring and setting it free, and also in themethod of regulating the amount to which the spring shall be coiled,among which may be mentioned the following. The pawl can be thrown offrom the ratchet and again put in connection therewith by windingy thelines which applies the brakes upon a hollow pulley on the side of thebox.v

In this pulley may be placed a spiral spring the coiling and uncoilingof which (by turning said pulley) will turn a screw shaft, attachedby acorresponding nut to the pawl and thus give a lateral or sliding `motionto the pawl and engage it with or disengage it from the ratchet. Thespiral spring instead of being placed as shown in the drawing, can beplaced over the gear f, and the screw upon the shaft d d with itstravelingnut, dispensed with, by forming on the underside of the gear fa spiral groove in which .j

may travel a pin attached to a sliding bolt on the bottom of the box, sothat the turning of the gearf will give a lateral motion to the saidbolt, a pin in which, when the spring is sufficiently coiled will strikeagainst a stud on the underside of the gear f and thus check its furtherrevolution'.V

Having thus described my improvements in the manner of operating thebrakes of a railway train I shall state my claims-as follows: Ido notclaim any mode of forcing the brakes of one or more cars against theirrespective wheels, by any mechanism, brought into oction by a powergenerated on an axle of the engine, but

What I do claim and desire to have secured to me by Letters Patent,isfl. I claim the adjustable spring clip or clips m in combination withthe pawl lever or levers and the draft rope/v o thereof, and as appliedand` made-to operate substantially in the manner as specified. j.

2. In combination with the cord extending from the locomotive to thebrake shaft d, cl, and the pulley 72 I claim the traveling nut Q, screwr, stud t, and pins s, 8, in the manner nV for the purpose substantiallyas speci- 3. -I also claim the combination of the lines and themechanism for operating the same as described, whereby the several brakesprings of a train of cars may be wound up simultaneously, or one ormore of them at a time as required in combination with the line andthemechanism for operating the same, the several brakes of the train maybe either simultaneously or one or more at a time put in action toretard or arrest the motion of the cars.v j

4C. Finally I claim generally in my improved method of operating carbrakes 4the combination of main springs for pressing the brakes againstthe wheels, mechanism for winding up the springs so as to remove thepressure from the brakes and to hold the springs in a state of tensionready to apply pressure on the brakes instantly, on being released, andmechanism to release the springs and allow them to act, both themechanism for winding up and that for releasing the springs being soconstructed and arranged that it can be operated on either thelocomotive or on the separate cars, 4and also capable of such adjustmentthat the brakes of all the cars can be either simultaneously, or one ormore at a time, and in any required order of. succession put in action.

JOSEPH MARKS.

Witnesses:

JOSEPH GAVETT, EsRA LINCOLN.

